Rotary engine, parts thereof, and methods

ABSTRACT

A rotary engine, parts thereof, and methods associated therewith is provided. The engine is modular and adjustable to accommodate a variety of requirements and preferences. The system includes a combustion assembly having a housing and a power rotor positioned therein. The power rotor rotates in a first direction from the beginning of each combustion process through the end of each exhaust process. The system also includes a compression assembly linked to the combustion assembly such that the compression rotor rotates in the first direction from the beginning of each intake process through the end of each compression process. A tank assembly in fluid communication with the compression assembly and the combustion assembly provides stability to the system while eliminating or otherwise reducing transitional loses.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority pursuant to 35 U.S.C. 119(e) to U.S.Provisional Patent Application Ser. No. 63/058,391, filed Jul. 29, 2020,the entire disclosure of which is incorporated herein by reference. Thisapplication also incorporates by reference the entireties of U.S. patentapplication Ser. No. 16/745,184, filed Jan. 16, 2020, now U.S. Pat. No.10,844,782, U.S. patent application Ser. No. 16/732,318, filed Jan. 1,2020, and U.S. Provisional Patent Application Ser. No. 62/884,771, filedAug. 9, 2019, and 62/894,567, filed Aug. 30, 2019.

FIELD OF THE INVENTION

The present invention relates generally to engines. More specifically,the present invention is concerned with rotary engines, componentsthereof, and methods associated therewith.

BACKGROUND

Most existing internal combustion engines fall into two maincategories—gas turbine engines and reciprocating engines—each with theirown advantages and disadvantages. For instance, gas turbine engines havea very high power-to-weight ratio when compared to reciprocatingengines. Gas turbine engines also tend to be smaller in size thanequivalently-powered reciprocating engines. These advantages have ledthe aircraft industry to move almost exclusively (with the exception ofsmaller aircraft applications) to using gas turbine engines.Reciprocating engines, on the other hand, tend to be more fuel efficientand more responsive to changes in power settings. Reciprocating enginesalso tend to be less expensive than equivalently-powered gas turbineengines. These advantages have led the automotive industry to movealmost exclusively to using reciprocating engines. While there are manydifferences between gas turbine engines and reciprocating engines, theyeach rely on fluid expansion associated with a combustion process.

Gas turbine engines, such as “jet” engines, utilize combustion ofenergy-rich fuel to generate heat energy, which in turn is utilized topower a turbine. More specifically, the heat energy from the combustionprocess is utilized to heat a volume of working fluid, thereby causingthe working fluid to expand. The expanding working fluid is directedthrough blades of the turbine, thereby causing the turbine to rotate.Depending on the specific application of the gas turbine, the rotationof the turbine can be harnessed in a number of ways.

U.S. Pat. No. 2,168,726, the entire disclosure of which is incorporatedherein by reference, teaches a “turbojet” having a turbine that powers acompressor. The compressor draws a stream of fluid (air) into a frontportion of the turbojet and expels the fluid out a rear portion of theturbojet, thereby generating thrust. A portion of the stream ofcompressed fluid is diverted to a combustion chamber to enable acombustion process and to serve as the working fluid during a subsequentexpansion process. After expanding through the turbine, thereby poweringthe compressor, the working fluid is rejoined with the main flow. Theresult is a high-velocity stream of exhaust gas (“jet propulsion”).

U.S. Pat. No. 2.478,206 (to “Redding”), U.S. Pat. No. 2,504,414 (to“Hawthorne”), U.S. Pat. No. 2,505,660 (to “Baumann”), U.S. Pat. No.2,526,409 (to “Price”), U.S. Pat. No. 2,526, 941 (to “Fishbein”), U.S.Pat. No. 2,541,098 (to “Redding”), U.S. Pat. No. 2,702,985 (to“Howell”), and U.S. Pat. No. 3,153, 907 (to “Griffith”), the entiredisclosure of each being incorporated herein by reference, teach variousconfigurations of a “turboprop”. Generally speaking, a turboprop issimilar to a turbojet except that a turboprop harnesses a large portionof the fluid flow to drive a propeller. Accordingly, the jet propulsionis reduced when compared with the jet propulsion of a turbojet. In asimilar fashion, turboshafts (such as those used for powering helicopterrotors or electric generators) harness even more of the fluid flow,thereby further decreasing or even eliminating the jet propulsion.Conversely, “turbofans” (whether high-bypass or low-bypass) harness thefluid flow to drive a large fan for the purpose of increasing orotherwise altering the jet propulsion.

Reciprocating engines also utilize combustion of energy-rich fuel togenerate heat energy, but this energy is used to expand a combustionchamber, not power a turbine. As the combustion chamber expands, apiston is driven linearly away from a top-dead-center position to abottom-dead-center position. At some point, depending on theconfiguration of the engine, the expanding gas is exhausted from thecylinder so that more fuel and air (a “charge”) can be drawn into thechamber for a subsequent combustion process. Reciprocating engines mayutilize external compression sources (such as by way of a supercharger,a turbocharger, or the like), but compression is generally obtained byway of moving the piston from bottom-dead-center to top-dead-centerprior to combustion. In this way, the piston reciprocates betweenbottom-dead-center and top-dead-center, giving the engine its name.

While the reciprocating action of a reciprocating engine increases costsand maintenance due to its complex mechanical motion (as opposed to therelatively simple rotation of a turbine), its combustion chamber is onlysubjected to intermittent periods of combustion, thereby allowing thecombustion chamber to cool and/or preventing the combustion chamber fromoverheating. Conversely, gas turbine engines utilize continuouscombustion (the combustion chamber of a gas turbine engine is sometimesreferred to as a “burner”), often requiring expensive materials androutine maintenance to ensure that the engine can withstand theprolonged periods of high temperatures. Accordingly, it would bebeneficial to have a system for and a method of enabling intermittentcombustion without requiring complex mechanical motion.

Gas turbine engines operate using the Brayton cycle, which is a constantpressure cycle that requires a compressor, a burner (combustionchamber), and an expansion turbine. The efficiency of the Brayton cycleis highly dependent on the pressure inside the combustion chamberrelative to environmental pressure. Reciprocating engines, on the otherhand, generally operate using the Otto cycle or the Diesel cycle, theefficiency of each being highly dependent on the compression ratio ofthe same.

U.S. Pat. No. 367,496 (to “Atkins”), the entire disclosure of which isincorporated herein by reference, teaches a reciprocating engine havingan expansion ratio that is larger than its compression ratio (Atkinsteaches a 2 to 1 ratio was “found to give good results”), therebyutilizing a thermodynamic cycle now known as the Atkins cycle. While theAtkinson cycle provides improved fuel efficiency over a comparable Ottocycle engine, it suffers from loss of power at low speeds. U.S. Pat. No.2,817,322 (to “Miller”), the entire disclosure of which is incorporatedherein by reference, teaches a supercharged engine that “rejects” airfrom the cylinder during the compression stroke (such as by leaving avalve open during a first portion of the compression stroke) so that“substantially less air than the cylinders full volumetric capacity willbe entrapped” during combustion. In this way, the Miller cycle obtainsan expansion ratio that exceeds the compression ratio, similar to theAtkinson cycle without (or with less of) the power loss at low speeds.Unfortunately, the Miller cycle still suffers from inefficiencies, suchas the general inefficiencies of a reciprocating engine and the specificinefficiencies associated with what is effectively an extended intakestroke of the Miller cycle. Consequently, it would be beneficial to havea system for and a method of maximizing efficiencies of an internalcombustion engine.

SUMMARY

The present invention comprises a system for and a method of maximizingefficiencies in an internal combustion engine while minimizing costs andweight for the same and while also minimizing maintenance requirementsfor the same. The system includes a compression assembly for compressingfluid to a desired pressure for combustion (such as above 220 psi) and atank assembly for holding a large volume of compressed fluid. Acombustion assembly of the present invention is configured to receive asmall portion of the compressed volume of air for each power stroke. Inthis way, the power stroke of the engine is independent of thecompression stroke of the engine, thereby eliminating or otherwiseminimizing transitional losses associated with the same.

Unlike gas turbines utilizing the Brayton cycle, the present inventionutilizes a cycle (the “Riley cycle”) that does not require continuouscombustion to rotate a turbine. Instead, the Riley cycle enablesintermittent combustion in association with maintaining continuousrotational motion without requiring reciprocating action. In this way,the Riley cycle realizes the benefits of reciprocating engines alongwith the benefits of gas turbine engines.

Unlike reciprocating engines using the Otto and Diesel cycles, thepresent invention does not require an expansion stroke to alternate witha compression stroke. Instead, the Riley cycle allows for repetitiveexpansion strokes, each expansion stroke being associated with a partialrevolution of a power rotor. In this way, engines utilizing the Rileycycle are easier to produce, are more fuel efficient, and require lessmaintenance.

Like the Atkins cycle, the Riley cycle is capable of maximizingexpansion ratios of the fuel; but unlike the Atkins cycle, the Rileycycle does not require complex reciprocating components. Instead, theRiley cycle is capable of maximizing expansion ratios by controlling thelength of time an inlet valve is open, thereby controlling the size of acharge. In this way, the Riley cycle provides users with the flexibilityto use alternative fuels and/or to change fuels if and as requiredand/or desired.

Like engines using the Miller cycle, the present invention controlsefficiency of the system by controlling the amount of time an inletvalve remains open. But the Miller cycle obtains this benefit bymaintaining the inlet valve in an open position while a compressionchamber is shrinking. In other words, the Miller cycle obtains itsefficiency by causing a portion of a charge to be expelled from acombustion chamber prior to compression of the charge. This approachnecessarily requires the expelled portion of the charge to be firstdrawn into the chamber prior to being expelled from the chamber. TheRiley cycle does not require expelling any portion of the charge.Instead, the Riley cycle obtains its efficiency by controlling theinitial size of the charge (by controlling the timing for opening andinlet valve and by further controlling the amount of time the inletvalve is open), thereby eliminating the need to discharge any portion ofthe charge.

A combustion assembly of the present invention includes a power rotorhaving a first blade. Upon a first charge being ignited adjacent to thefirst blade, the first blade is driven towards an exhaust port, therebydriving the power rotor. The combustion assembly is configured such thatmovement of the first blade to the exhaust port maximizes usable energy(expansion) from the first charge. Upon the first blade moving past theexhaust port, the expanded fluid of the first charge exits through theexhaust port. In some embodiments, the power rotor includes a pluralityof blades, including a second blade that is configured to expel thefirst charge through the exhaust port, such as following ignition of asecond charge. In some embodiments, the first blade is configured toexpel the first charge through the exhaust port, such as followingignition of a second charge.

The combustion assembly of the present invention further includes afirst isolator rotor that is positioned behind the ignition point and isconfigured to prevent, or otherwise inhibit, expansion of charges awayfrom a respective blade. In some embodiments, the first isolator rotoris positioned just beyond the exhaust port such that it prevents exhaustgasses from bypassing the exhaust port. In some embodiments, thecombustion assembly includes a plurality of isolator rotors, including asecond isolator rotor positioned just beyond the exhaust port such thatit prevents exhaust gasses from bypassing the exhaust port. Eachisolator rotor includes at least one receptacle for receiving one ormore blade of the power rotor, thereby allowing the power rotor torotate beyond the isolator rotors. In this way, the combustion assemblyis capable of performing continuously repeating power strokes while alsobeing capable of skipping one or more power stroke if and as desired orrequired.

The present invention improves upon and/or incorporates existingtechnologies. In some embodiments, the engine is capable of idling at2,500 revolutions per minute. In some embodiments, the engine has alinear power and torque curve. In some embodiments, the engine redlinesat or above 30,000 revolutions per minute. In some embodiments, theengine facilitates independent control over injection per cycle. In someembodiments, parasitic losses are dramatically reduced over existingtechnology. In some embodiments, the engine is capable of stratifiedinjection and ignition. In some embodiments, the engine avoids issuesassociated with reciprocating probabilities. In some embodiments, theengine avoids issues associated with compressor stall. In someembodiments, the engine avoids issues associated with sealing. In someembodiments, the engine is capable of facilitating pre-chambercombustion. In some embodiments, the engine includes on the fly adaptivecompression ratio capability, on the fly altitude compensationcapability, and/or on the fly adaptive fuel technology. In someembodiments, the engine is air cooled. In some embodiments, heatsignatures of the engine are virtually nonexistent. In some embodiments,the engine provides improved power to weight ratios and/or improvedemissions when compared with existing technologies. In some embodiments,the engine operates while emitting virtually no NOx emissions.

The foregoing and other objects are intended to be illustrative of theinvention and are not meant in a limiting sense. Many possibleembodiments of the invention may be made and will be readily evidentupon a study of the following specification and accompanying drawingscomprising a part thereof. Various features and subcombinations ofinvention may be employed without reference to other features andsubcombinations. Other objects and advantages of this invention willbecome apparent from the following description taken in connection withthe accompanying drawings, wherein is set forth by way of illustrationand example, an embodiment of this invention and various featuresthereof.

BRIEF DESCRIPTION OF THE DRAWINGS

A preferred embodiment of the invention, illustrative of the best modein which the applicant has contemplated applying the principles, is setforth in the following description and is shown in the drawings and isparticularly and distinctly pointed out and set forth in the appendedclaims.

FIG. 1 is a sectional schematic view of an embodiment of the presentinvention, the embodiment having a tank assembly positioned between acompression assembly and a combustion assembly, the embodiment showndoes not include an impeller.

FIG. 2 is a schematic view of an embodiment of the present invention,the embodiment having a compression assembly positioned directlyadjacent to a combustion assembly, the embodiment shown has an exhaustsystem extending in a direction of fluid flow around the engine.

FIG. 3 is a schematic view of an embodiment of a compression assemblyhaving a relief valve and an outlet valve, the relief valve being in aclosed configuration and the outlet valve being in an openconfiguration.

FIG. 4 is a schematic view of an embodiment of a compression assemblyhaving a relief valve and an outlet valve, the relief valve being in anopen configuration and the outlet valve being in a closed configuration.

FIG. 5 is a schematic view of an embodiment of a combustion assemblyshowing an exhaust system having a plurality of exhaust branches and anexhaust valve for controlling which branch exhaust is vented through,the exhaust valve being in a first configuration for venting combustionexhaust past a catalytic converter.

FIG. 6 is a schematic view of an embodiment of a combustion assemblyshowing an exhaust system having a plurality of exhaust branches and anexhaust valve for controlling which branch exhaust is vented through,the exhaust valve being in a second configuration for ventingnon-combustion exhaust so that it does not vent past a catalyticconverter.

FIG. 7 is a sectional view of a compression assembly of the presentinvention, certain embodiments of combustion assemblies havingsubstantially the same configuration.

FIG. 8 is an end view of a compression rotor of the present invention,certain embodiments of power rotors having substantially the sameconfiguration.

FIG. 9 is an end view of an isolator of the present invention.

FIG. 10 is a sectional view of a compression housing of the presentinvention, certain embodiments of combustion housings havingsubstantially the same configuration.

FIG. 11 is an end view of a rotary valve of the present invention

FIG. 12 is a sectional view of a compression assembly of the presentinvention, the compression assembly being shown prior to an initialintake stroke.

FIGS. 13-16 each show the same sectional view of FIG. 12 at differenttimes during the initial intake stroke.

FIGS. 17-20 each show the same sectional view of FIG. 12 at differenttimes during an initial compression stroke.

FIG. 21 is a sectional view of a combustion assembly of the presentinvention, the combustion assembly being shown prior to an initial powerstroke.

FIGS. 22-25 each show the same sectional view of FIG. 21 at differenttimes during the initial power stroke.

FIGS. 26-29 each show the same sectional view of FIG. 21 at differenttimes during an initial exhaust stroke.

FIGS. 30 and 31 each show a sectional view of a compression assembly ofthe present invention, certain embodiments of combustion assemblieshaving substantially the same configuration.

FIGS. 32 and 33 each show a sectional view of a compression assembly ofthe present invention, certain embodiments of combustion assemblieshaving substantially the same configuration.

FIG. 34 shows a sectional view of a compression assembly of the presentinvention.

FIG. 35 is a sectional schematic view of an embodiment of the presentinvention, the embodiment having opposed fore and aft fan assemblies anda shroud extending therebetween.

FIG. 36 is a sectional schematic view of an embodiment of the presentinvention, the embodiment having an aft fan assembly and a shroudextending therefrom.

FIG. 37 is a sectional schematic view of an embodiment of the presentinvention, the embodiment having a fore fan assembly and a shroudextending therefrom.

FIG. 38 shows a sectional view of an embodiment of the systems of FIG.35, FIG. 36, or FIG. 37.

FIG. 39 shows a sectional view of an embodiment of the systems of FIG.35, FIG. 36, or FIG. 37.

FIG. 40 is an isometric view of an embodiment of an engine assembly ofthe present invention.

FIG. 41 is a top view of the engine assembly of FIG. 40.

FIG. 42 is a front view of the engine assembly of FIG. 40.

FIG. 43 is an isometric sectional view of the engine assembly of FIG.40, the engine assembly being cut along line 43-43 of FIG. 41.

FIG. 44 is a top sectional view of the engine assembly of FIG. 40, theengine assembly being cut along line 44-44 of FIG. 42.

FIG. 45 is a side sectional view of the engine assembly of FIG. 40, theengine assembly being cut along line 45-45 of FIG. 42, the fan assemblybeing removed for clarity.

FIGS. 46-53 are exploded perspective view of an engine of the presentinvention, certain components being admitted from each view for clarity.

FIG. 54 is a perspective view of the engine of FIGS. 46-53.

FIG. 55 is a perspective view of an engine of the present invention, acombustion housing, a tank housing, a compression housing, and a gearhousing being shown in a transparent state so as to facilitatevisualization of components positioned within each.

FIG. 56 is an isometric sectional view of an embodiment of the presentinvention.

FIG. 57 is a top view of the embodiment of FIG. 56.

FIG. 58 is a top sectional view of the embodiment of FIG. 56.

FIG. 59 is a partial view of a compression assembly of an embodiment ofthe present invention, the compression assembly being shown in a closedconfiguration during a first compression stroke.

FIGS. 60 and 61 each show a partial view of the compression assembly ofFIG. 14A with a portion of an outlet port shown in fluid communicationwith a void created by a receptacle of an isolator rotor of thecompression assembly, the compression assembly remaining in a closedconfiguration in each figure.

FIG. 62-64 each show a partial view of the compression assembly of FIG.59, the compression assembly being in an open configuration in eachfigure.

FIG. 65 is a partial view of the compression assembly of FIG. 59, thecompression assembly being in a closed configuration at the end of thefirst compression stroke.

FIG. 66 is a partial view of the compression assembly of FIG. 59, thecompression assembly shown at the beginning of a second compressionstroke.

FIG. 67 is a sectional view of an embodiment of the present invention,an intake port shown in an open configuration.

FIG. 68-72 are partial translucent views of combustion housings ofvarious embodiments of the present invention, the housings defining anignition chamber and ignition tunnels.

FIG. 73 is an isometric view of a tank housing of an embodiment of thepresent invention, the tank housing having a support ledge.

FIG. 74 is an isometric sectional view of the tank housing of FIG. 73.

FIG. 75 is an isometric view of a rotary valve of an embodiment of thepresent invention, the rotary valve being configured to mate with thetank housing of FIG. 73.

FIG. 76 is an isometric sectional view of the rotary valve of FIG. 75.

FIG. 77 shows a rotor having a recessed region at its inner diameter.

FIG. 78 shows a portion of a housing having a recessed region at itsinner diameter.

FIG. 79 shows the rotor of FIG. 77 positioned within the housing of FIG.78 such that the recessed areas are aligned, a venting system being influid communication therewith.

FIG. 80 shows a rotor having a recessed region near its inner diameter.

FIG. 81 shows a portion of a housing having a recessed region near itsinner diameter.

FIG. 82 shows the rotor of FIG. 80 positioned within the housing of FIG.81 such that the recessed areas are aligned, a venting system being influid communication therewith.

FIG. 83 is a partial translucent view showing an embodiment of thepresent invention having three fuel injectors, each fuel injector beingassociated with one of a compression assembly, a tank assembly, and acombustion assembly, thereby facilitating injection of fuel in each.

FIG. 84 shows a rotor that has been machined for weight savings andbalancing purposes.

FIG. 85 is a partial translucent view of the rotor of FIG. 84, therebyshowing additional features of the machining features.

FIG. 86 shows a rotor that has been machined for weight savings andbalancing purposes.

FIG. 87 is a partial translucent view of the rotor of FIG. 86, therebyshowing additional features of the machining features.

FIG. 88 shows a seal cap installed to an engine.

FIG. 89 is a partially translucent view of an embodiment of the presentinvention, the view showing two oil galleys for returning oil back to anoil sump.

FIG. 90 is a partially translucent view of an embodiment of the presentinvention, the view showing two oil galleys for returning oil back to anoil sump.

FIG. 91 is a sectional view of an engine of the present invention, theview showing part of a bearing system and having arrows showing fluidflow through the bearing system.

FIG. 92 is a partially translucent view of an engine of the presentinvention, the view showing part of a bearing system and having arrowsshowing fluid flow through the bearing system.

FIG. 93 is a view of a portion of an engine of the present invention,the view showing part of a bearing system and having arrows showingfluid flow into the bearing system.

FIG. 94 shows fluid flow through a holding tank of certain embodimentsof the present invention.

FIG. 95 shows fluid flow into a combustion chamber of certainembodiments of the present invention.

FIG. 96 shows fluid flow through a combustion chamber of certainembodiments of the present invention

FIG. 97 is a partially translucent view of a portion of a combustionchamber.

FIG. 98 shows fluid flow from a combustion chamber to a venting system.

FIG. 99 shows a venting plate of a venting system.

FIG. 100 shows fluid flow associated with a venting system.

FIG. 101 shows fluid flow associated with a venting system.

FIG. 102 shows a portion of an embodiment of an engine of the presentinvention, the embodiment shown having fluid flow through a holding tankthat is distinguishable from the fluid flow shown in FIG. 94.

DETAILED DESCRIPTION

As required, a detailed embodiment of the present invention is disclosedherein; however, it is to be understood that the disclosed embodiment ismerely exemplary of the principles of the invention, which may beembodied in various forms. Therefore, specific structural and functionaldetails disclosed herein are not to be interpreted as limiting, butmerely as a basis for the claims and as a representative basis forteaching one skilled in the art to variously employ the presentinvention in virtually any appropriately detailed structure.

Referring to FIGS. 1-2, certain embodiments of the present inventioninclude an internal combustion engine 10 that is capable of generatingjet propulsion 14. In some embodiments, at least part of the jetpropulsion is generated by an impeller 13 that is configured to draw astream of fluid (“bypass fluid”) 12 through one or more drive shaft 20,synchronizing shaft 30, and/or the like. In some embodiments, one ormore shaft extends through the engine such that heat energy from theengine is transferred to the bypass fluid, thereby cooling the engine.In some embodiments, the engine includes and/or is associated with oneor more other cooling means (in addition to and/or instead of theaforementioned air cooling system), such as a water cooling system, aheat sink system, a separate air cooling system, or the like. In someembodiments, the present invention includes and/or is capable of workingwith an after burner system 500, such as those systems now known orlater developed.

The engine 10 of the present invention includes a compression assembly100 for compressing a compressible fluid (“air”) from a first pressure(“inlet pressure”) to a second pressure (“outlet pressure”). While theinlet pressure can be ambient air pressure, it will be understood thatthe inlet pressure can be higher or lower than the ambient air pressure.It will further be appreciated that some embodiments of the presentinvention are configured to supplement or replace the compressionassembly 100 with one or more other compression means now known or laterdeveloped, such as a compression turbine, a centrifugal compressor, orthe like. In some embodiments, the system includes and/or is associatedwith one or more turbo charger, super charger, or the like.

Referring to FIGS. 7-10, the compression assembly 100 includes acompression housing 110 and a compression rotor 120 positioned therein.The compression housing 110 defines an interior surface 112 and thecompression rotor 120 defines a corresponding exterior surface 122displaced therefrom such that the compression assembly defines at leastone compression chamber 115 positioned therebetween. In someembodiments, the compression housing 110 includes a compression shroud113 positioned between first 114 and second 116 compression plates. Insome embodiments, the first compression plate 114 is parallel with thesecond compression plate 116. In some embodiments, the compressionhousing 110 defines one or more inlet port 111 and/or one or more outletport 119, such as one or more port defined by a compression shroud 113and/or one or more compression plate. In some embodiments, the inletport is in fluid communication with a breather system, such as breathersystems now known or later developed.

Referring to FIGS. 40-45, some embodiments of the present inventionincluding a breather system 70 having one or more air scoop 72 fordirecting air or other fluids towards the compression assembly 100. Insome embodiments, each air scoop 72 includes a front portion that isconfigured to receive a volume of air and direct it towards a tubingsystem in fluid communication with the compression assembly. In someembodiments, the air scoop 72 further includes a rear portion extendingbeyond the tubing system such that excess fluid and/or debris can beexpelled from the air scoop, thereby preventing or otherwise inhibitingthe same from entering the tubing system. In some embodiments, the airscoop 72 extends from an outer surface of an engine shroud 60, such as acowl, a nacelle, or the like.

In some embodiments, the front portion of the air scoop 72 defines afirst cross section and at least part of the second portion defines asecond cross section that is smaller than the first cross section,thereby increasing fluid flow into the tubing system. In someembodiments, the tubing system includes a circumferential tube 74extending at least partially around a circumference of the engine shroud60. In some embodiments, the tubing system includes at least one radialtube 75 extending between the engine shroud 60 and the compressionassembly 100. In some embodiments, one or more radial tube 75 providesstructural support for retaining the internal combustion engine 10 inposition relative to the engine shroud 60.

In some embodiments, a fan assembly is positioned at least partiallywithin the shroud 60, such as a fan blade comprising a plurality of fanblades 62 extending from a fan hub 65. In some embodiments, the fan hub65 defines an open center section that is configured to direct airtowards the engine, such as towards an impeller 13 of the engine, aninterior volume of one or more shaft of the engine, or the like. In someembodiments, an inner surface of the fan hub defines a curved slope suchthat a first sectional area at a distal end of the fan hub (i.e. a frontend of the hub) is greater than a second sectional area displaced fromthe distal end of the fan hub (i.e. a rear end of the hub and/or an areabetween the rear end and the front end of the hub). In this way, the fanhub is capable of compressing air as it is directed towards an impeller,shaft, or other feature of the engine (i.e. ram induction or the like).

Referring again to FIGS. 7-10, the compression rotor 120 includes acompression member 125, such as a fin, a blade, or the like, extendingfrom the exterior surface 122 of the compression rotor 120 towards theinner surface 112 of the compression housing 110, thereby defining afirst end of a compression section of the chamber 115. The compressionrotor 120 further includes an expansion member defining a second end ofan intake section of the compression chamber 115. It will be understoodthat in some embodiments one or more compression member 125 of thecompression rotor 120 also serves as an expansion member such that eachcompression member 125 separates a compression section from an adjacentintake section. In some embodiments, the housing 110 and compressionrotor 120 are configured such that there is a small gap between theinterior surface 112 of the compression housing 110 and a distal end ofthe compression member 125 (and/or expansion member, as applicable). Thesmall gap is designed to provide clearance while minimizing airflowbetween adjacent compression and intake sections. It will be understoodthat certain sections of the compression chamber 115 alternate betweenbeing part of the intake section and the compression section as thecompression rotor rotates within the compression housing.

As the compression rotor 120 rotates during an intake stroke, theexpansion member moves away from a respective inlet port 111 such thatthe volume of the intake section of the compression chamber 115increases, thereby increasing an amount of fluid therein. In someembodiments, the inlet port 111 is positioned at or near a first end ofan intake section of the compression chamber. It will be understood thateach intake stroke of an intake section can be performed simultaneouslywith a compression stroke of an adjacent compression section.

As the compression rotor 120 rotates during a compression stroke, thecompression member moves towards a respective outlet port 119 such thatthe volume of the compression section of the compression chamber 115decreases, thereby increasing pressure therein. In some embodiments, theoutlet port 119 is positioned at or near a second end of a compressionsection of the compression chamber. In some embodiments, the outlet portis movable between an open configuration and a closed configuration(such as by way of an outlet valve 150 or the like, Ref. FIG. 3),thereby preventing or otherwise inhibiting fluid from moving out of thecompression section until the compression stroke is complete. In someembodiments, the outlet valve 150 is a slide valve, a ball valve, arotary valve, or any other electro, mechanical, hydraulic, and/or other(now known or later developed) mechanisms and/or means, alone or incombination with one or more of the same.

In some embodiments, the compression assembly 100 includes one or morerelief valve 160 for eliminating, or otherwise reducing, pressurebuild-up during a compression stroke, such as by selectively opening andclosing a relief port 169 defined by the compression housing. In thisway, the system is configured to selectively eliminate, or otherwisereduce, power requirements associated with compressing fluid whenadditional fluid compression is not required. In some embodiments, therelief port 169 is positioned towards a second end of a compressionsection of the chamber, such as at or near an outlet port 119. In someembodiments, opening the relief port causes the relief port to be influid communication with the atmosphere, thereby allowing excesspressure to vent to the atmosphere. In some embodiments, opening therelief port causes the relief port to be in fluid communication with aholding vessel, such as a low-pressure holding vessel, therebyfacilitating storage of the fluid. In some embodiments, the compressionassembly includes a plurality of relief ports and/or relief valves.

Referencing FIGS. 3 and 4, some embodiments of the present invention,such as those discussed below where one or more rotor is/are utilized toeffectively open and close an outlet port, include at least one reliefport 169 that is diametrically opposed to an outlet port 119. In someembodiments, a profile of the relief port 169 is configured so as tominimize trapped air during a compression cycle. In some embodiments, aprofile of the relief port 169 matches a profile of an opposed outletport 119. In some embodiments, a relief valve 160 is synchronized withan outlet port such that only one of the relief port and the outlet portare open at any given time, thereby preventing venting of a tankassembly 300 through the relief port 169. In other embodiments, openingthe relief port 169 and the outlet port 119 at the same time facilitatesventing of a tank assembly 300 through the compression assembly 100.

Referring again to FIGS. 7-10, the compression assembly 100 includes oneor more isolator 130, for further segmenting the compression chamber115. Each isolator 130 defines an exterior surface 132 and one or morereceptacle 135 recessed therefrom. Each isolator rotor is positioned andtimed relative to a respective compression rotor such that thereceptacle is capable of receiving the compression member, therebyallowing the compression member to move between sections of thecompression chamber. It will be appreciated that certain embodiments ofthe present invention include varying numbers of isolator rotors,compression members, and the like, to accommodate sizing, power, andtiming requirements and/or preferences. It will further be appreciatedthat certain embodiments of the present invention include compressionmembers having varying sizes and configurations, such as rounded,squared, angular fillets, gussets, or the like.

Each receptacle 135 of the isolator rotor is configured to receive acompression member at the end of a compression stroke, thereby enablingthe compression member to move beyond the second end of the compressionsection of the compression chamber. At all other times, the outersurface of the isolator is positioned adjacent to the outer surface ofthe compression rotor (small gap as discussed above) so as to define thefront end of the compression section of the compression chamber. In someembodiments, the isolator further defines a first end of an inletsection of the compression chamber. The isolator rotor does not touchthe compression rotor at any point during a compression cycle. In someembodiments, the clearance between the isolator rotor and thecompression rotor is very tight, thereby eliminating or otherwiseminimizing fluid flow between the rotors.

In some embodiments, each section of the compression chamber is inconstant fluidic communication with each adjacent section, such asthrough respective gaps between the rotors and/or between the rotors andthe housing. In this way, the system provides constant fluidiccommunication between the same while facilitating compression generationand fluid intake. In some embodiments, the housing includes an inletport 111 positioned just past each isolator. As a compression (or other)member passes a corresponding inlet port, the resulting vacuum causesfluid to flow into the inlet section of the compression chamber.

In some embodiments, the housing includes an outlet port 119 positionedjust prior to each isolator. As a compression member passes acorresponding outlet port, the corresponding compression chamber isclosed. In some embodiments, one or more valve (such as a reed valve, arotary valve, or the like) is associated with the outlet port so as tofacilitate fluid flow through the outlet port just prior to thecompression section being closed (when pressure is at a maximum). Insome embodiments, the compression assembly is configured to prevent orotherwise inhibit fluid flow through the outlet port at other times.

In some embodiments, the system includes one or more rotary valve 320 aspart of one or more valve assembly. Referring to FIG. 11, certainembodiments of the rotary valve define one or more aperture that isdesigned to allow fluid flow out of the compression assembly at one ormore appropriate time while preventing or otherwise inhibiting suchfluid flow at other times. In some embodiments, the valve assemblyincludes one or more adjustment mechanism or other adjustment means,such as one or more mechanism for and/or means of advancing and/orretarding timing of the same, such as through electro, mechanical,hydraulic, and/or other (now known or later developed) mechanisms and/ormeans, alone or in combination with one or more of the same.

Referring to FIGS. 59-66, some isolators 130 of the present inventionare configured to move an outlet port between an open and closedconfiguration relative to a compression section of a compression chamber115. In this way, a separate valve is not required and pressure buildupassociated with engaging compression members with correspondingreceptacles can be eliminated or otherwise reduced. In some embodiments,each compression member includes a leading portion and an opposedtrailing portion, each being configured to engage with respectiveleading and trailing portions of a respective receptacle as thecompression member 115 moves from one section of the compression chamberto another.

In some embodiments, the present invention includes a tank assembly 300for holding compressed fluid. In some embodiments, the tank assembly 300is in fluid communication with the compression chamber when a relativesection of the same is at or near a maximum pressure (such as just priorto a compression section being closed). In some embodiments, the volumeof the tank assembly is significantly higher than a volume of thecompression chamber, thereby providing stability for the system. In someembodiments, the tank assembly includes one or more pressure relief orother means of maintaining pressure below a maximum threshold, therebypreventing over-pressurization associated with operation of thecompression assembly and/or facilitating pressure optimization of thesame. In some embodiments, the relief valve is in fluid communicationwith the atmosphere. In some embodiments, the relief valve is in fluidcommunication with a holding vessel, such as a high-pressure holdingvessel. In some embodiments, the holding vessel includes a pressurerelief valve and/or a drain plug for draining or otherwise expelling atleast some moisture from within the holding vessel. In some embodiments,at least some moisture is retained within the holding vessel for coolingand/or sealing purposes.

The present invention is configured for use in a variety ofenvironments, such as on-ground and at elevation. In some embodiments,the system includes a means of compensating for altitude changes, suchas by way of inclusion of one or more pressure relief valve or the like.In some embodiment, the pressure relief valve, or one or more othermeans of adjusting pressure, can be adjusted (such as by leaving it on)to maximize or otherwise optimize performance of the engine. In someembodiments, the pressure relief valve is configured to be left open,such as to allow the engine to just coast with very little flowrestriction. In some such embodiments, the system is configured to(and/or the system enables) shutting off fuel, such as to allow thesystem to function as a giant air pump with little to no restriction. Insome embodiments, the system is configured to divert air from thecompression chamber, such as when the tank assembly is at or near amaximum or other threshold pressure. In some such embodiments, thesystem is configured to maintain one or more compression chamber in anopen configuration, thereby reducing load on the system as a whole bypreventing pressure build-up in the compression chamber. In someembodiments, the system is configured to increase power when necessaryor desired.

It will be appreciated that in some embodiments, one or more compressionassembly is stacked on (functionally and/or literally) one or more othercompression assembly, thereby facilitating generation of even higherpressures and/or generating desired pressures in less time (i.e. stackedin-series). It will be further appreciated that in some embodiments, oneor more compression assembly operates adjacent to (functionally and/orliterally) one or more other compression assembly (i.e. parallel). Itwill still further be appreciated that one or more compression assemblycan be activated and/or deactivated, as required or desired, to provideversatility. In this way, the present invention enables superior powerperformance and superior efficiency. In some embodiments, the systemincludes a primary rotor operating at a first pressure and a secondaryrotor operating at a second pressure that is less than the firstpressure. In this way, the system includes versatility associated withuse of the same.

In some embodiments, the tank assembly 300 includes a tank shroud 311positioned between first and second tank plates. In some embodiments,the first tank plate is parallel with the second tank plate. In someembodiments, the tank assembly 300 defines one or more relief port, suchas one or more port defined by a tank shroud 311 and/or one or more tankplate. In some embodiments, the tank assembly extends from a compressionassembly 100 such that the first tank plate also serves as a portion ofa compression housing 110, such as a second compression plate 116. Insome embodiments, the tank assembly 300 extends from a combustionassembly 200 such that the second tank plate also serves as a portion ofa combustion housing 210, such as a first combustion plate 214.

Referring back to FIGS. 1-2, some embodiments of the rotary engine 10 ofthe present invention include a combustion assembly 200 for facilitatinginternal combustion. The combustion assembly 200 is in fluidiccommunication with a source of high pressure fluid, such as ahigh-pressure tank plate 300, a compression assembly 100, a compressionturbine (not shown), or the like. In some embodiments, the gaugepressure of the source of high pressure fluid is greater than thirtypounds per square inch. In some embodiments, the gauge pressure isgreater than fifty pounds per square inch. In some embodiments, thegauge pressure is approximately 300 pounds per square inch. In someembodiments, the gauge pressure is sufficient to drive compressed fluidinto a combustion chamber of the engine so as to facilitate combustionwithout requiring compression of fluid in the combustion chamber. Insome embodiments, the gauge pressure is sufficient to drive compressedfluid into an expansion section of a combustion chamber of the enginewhile the expansion section is expanding (while an expansion member ismoving away from an intake port) and to facilitate combustion within theexpansion section of the combustion chamber so as to further driveexpansion of the expansion section.

In a similar fashion as discussed above for the compression assembly,the combustion assembly 200 includes a combustion housing 210 and apower rotor 220 positioned therein. The combustion housing 210 definesan interior surface and the power rotor defines a corresponding exteriorsurface displaced therefrom such that the combustion assembly defines acombustion chamber 215 positioned therebetween. In some embodiments, thecombustion housing 210 includes a combustion shroud 213 positionedbetween first 214 and second 216 combustion plates. In some embodiments,the first combustion plate 214 is parallel with the second combustionplate 216. In some embodiments, the combustion housing 210 defines oneor more intake port 211 and/or one or more outlet port 219, such as oneor more port defined by a combustion shroud 213 and/or one or morecombustion plate.

The power rotor 220 includes an expansion member 225, such as a fin, ablade, or the like, extending from the exterior surface of the powerrotor towards the inner surface of the combustion housing, therebydefining a second end of an expansion section of the combustion chamber215. The power rotor 220 further includes an exhaust member defining afirst end of an exhaust section of the combustion chamber 215. It willbe understood that in some embodiments one or more expansion member 225of the power rotor 220 also serves as an exhaust member such that eachexpansion member 225 separates a combustion section from an adjacentexhaust section. In some embodiments, the combustion housing 210 andpower rotor 220 are configured such that there is a small gap betweenthe interior surface of the combustion housing 210 and a distal end ofthe expansion member 225 (and/or exhaust member, as applicable). Thesmall gap is designed to provide clearance while minimizing combustionblowby. It will be understood that certain sections of the combustionchamber 215 alternate between being part of the combustion section andthe exhaust section as the power rotor rotates within the combustionhousing.

As the power rotor 220 rotates during a power stroke, the expansionmember moves away from a respective intake port 211 such that the volumeof the combustion section of the combustion chamber 215 increases,thereby providing a means of converting combustion forces intomechanical energy during a power stroke of the engine. In someembodiments, the intake port 211 is positioned at or near a first end ofan expansion section of the combustion chamber. It will be understoodthat in some embodiments each power stroke of combustion chamber can beperformed simultaneously with an exhaust stroke of the combustionchamber.

As the power rotor 220 rotates during an exhaust stroke, the exhaustmember moves towards a respective exhaust port 219 such that exhaustgasses are expelled from the combustion chamber. In some embodiments,the exhaust port 219 is positioned at or near a second end of an exhaustsection of the combustion chamber 215.

Referencing FIGS. 5 and 6, some embodiments of the present inventioninclude an exhaust system 600 having a catalytic converter 605 or othermeans of reducing emissions. In some embodiments, the exhaust system 600includes a first branch 610 for directing fluid past the catalyticconverter 605 and a second branch 620 that does not direct fluid pastthe catalytic converter. In some embodiments, the exhaust systemincludes an exhaust trunk 630 coupled to each of the first 610 andsecond 620 branches and an exhaust valve 650 associated therewith. Insome such embodiments, the exhaust valve 650 is configured to movebetween a first configuration and a second configuration, therebycausing the exhaust to be directed through the first branch 610 or thesecond branch 620, respectively. In this way, the exhaust systemfacilitates expulsion of combustion exhaust (through the first branch)and expulsion of non-combustion exhaust (such as when compressed fluidis driven through the combustion assembly to drive the combustion rotorduring times of low load requirements) through the second branch 620without causing unwanted cooling of the catalytic converter 605.

In some embodiments, the system of the present invention utilizes areluctor wheel, hall effects sensor, electronic digital optical sensor,digital mechanical hydraulic controls, or any other electro, mechanical,hydraulic, and/or other (now known or later developed) mechanisms and/ormeans, alone or in combination with one or more of the same.

Referring back to FIGS. 7-10, the combustion assembly includes one ormore isolator 230, for further segmenting the combustion chamber 215.Each isolator 230 defines an exterior surface and one or more receptacle235 recessed therefrom. Each isolator rotor is positioned and timedrelative to a respective power rotor such that the receptacle is capableof receiving the expansion member, thereby allowing the expansion memberto move between sections of the combustion chamber. It will beappreciated that certain embodiments of the present invention includevarying numbers of isolator rotors, expansion members, and the like, toaccommodate sizing, power, and timing requirements and/or preferences.It will further be appreciated that certain embodiments of the presentinvention include expansion members having varying sizes andconfigurations, such as rounded, squared, angular fillets, gussets, orthe like.

Each receptacle 235 of the isolator rotor is configured to receive anexpansion member at the end of an exhaust stroke, thereby enabling theexpansion member to move beyond the second end of the exhaust section ofthe combustion chamber. At all other times, the outer surface of theisolator is positioned adjacent to the outer surface of the power rotor(small gap as discussed above) so as to define a second end of theexhaust section of the combustion chamber. In some embodiments, theisolator further defines a first end of an expansion section of thecombustion chamber. The isolator rotor does not touch the combustionrotor at any point during a combustion cycle. In some embodiments, theclearance between the isolator rotor and the combustion rotor is verytight, thereby eliminating or otherwise minimizing fluid flow betweenthe rotors.

In some embodiments, each section of the combustion chamber is inconstant fluidic communication with each adjacent section, such asthrough respective gaps between the rotors and/or between the rotors andthe housing. In this way, the system provides constant fluidiccommunication between the same while facilitating power generation andexhaust. In some embodiments, the housing includes an exhaust portpositioned just prior to each isolator. As an expansion member passes acorresponding exhaust port, the corresponding exhaust section of thechamber is closed.

In some embodiments, the combustion housing 210 includes an intake port211 positioned just past each isolator. As a combustion (or other)member passes a corresponding intake port, a volume of compressed fluid(“working fluid”) is allowed to flow into the intake section of thecombustion chamber in association with a power stroke of the engine. Insome embodiments, one or more valve (such as a reed valve, a rotaryvalve, or the like) is associated with the intake port so as tofacilitate fluid flow through the intake port in association with theexpansion section being opened (generally prior to ignition). In someembodiments, the compression assembly is configured to prevent orotherwise inhibit fluid flow through the intake port at other times.

In some embodiments, the valve assembly includes one or more rotaryvalve 310 that is designed to allow working fluid to flow into thecombustion assembly at one or more appropriate time while preventing orotherwise inhibiting such fluid flow at other times. In someembodiments, the valve assembly includes one or more adjustmentmechanism or other adjustment means, such as one or more mechanism forand/or means of advancing and/or retarding timing of the same, such asthrough electro, mechanical, hydraulic, and/or other (now known or laterdeveloped) mechanisms and/or means, alone or in combination with one ormore of the same.

In some embodiments, the system is configured to utilize a variety offuel types and ignition systems and/or the present invention isotherwise capable of satisfying associated requirements and/orpreferences. In some embodiments, the system includes an adjustableignition timing system and/or an adjustable injection timing system. Insome embodiments, one or more timing or other system can be adjusteddigitally, mechanically, hydraulically, or the otherwise.

In some embodiments, the system includes a plurality of combustionchambers. In some such embodiments, the system is configured toselectively reduce and/or eliminate combustion in one or more combustionchamber at a strategic time, such as at cruise altitude. In someembodiments, the system is configured to add or increase combustion atother times, such as during takeoff or climb out. In some embodiments,the system utilizes port fuel injection. In other embodiments, thesystem utilizes direct fuel injection. In some embodiments, the systemincludes one or more chamber for facilitating direct-injectionpre-chamber combustion. In some embodiments, the system utilizes one ormore throttle body.

Referring to FIG. 7, some embodiments of the present invention include acombustion and/or compression assembly having an oblong cavity withinwhich one or more isolator is positioned. In some such embodiments, therelevant assembly is configured with a biasing member to bias arespective isolator into position relative to a respective compressionrotor, power rotor, or the like. In this way, the system is configuredto provide some allowance for debris that develops within and/ormigrates into a respective chamber.

Still referring to FIG. 7, some embodiments of the present inventioninclude a cleaning feature 138 for preventing or otherwise inhibitingcarbon or other build-up on a rotor, such as an isolator rotor or thelike. In some embodiments, the cleaning feature is a blade, scraper, orthe like that extends from a housing of the relevant assembly. In somesuch embodiments, a distal end of the cleaning feature 138 is configuredto engage with an outer surface of a rotor and/or an inner surface of ahousing so as to keep the same free of build-up, such as by facilitatinga wiping action or the like.

In some embodiments, the system is configured to operate at high rpms,such as greater than 5,000 rpms. In some embodiments, gaps within thesystem, such as gaps between rotors, rotor blades, interior walls, andthe like, are sized and configured so as to eliminate or otherwiseminimize air flow and/or compression loss from one or more chamberand/or across one or more barrier when the system is operating at highrpms. In some embodiments, a sealing agent, such as water or the like,is injected into and/or otherwise provided within one or more interiorarea of a compression assembly, a combustion assembly, or the like. Insome such embodiments, the system is configured such that the sealingagent creates a seal for eliminating or otherwise minimizing air flowand/or compression loss from one or more chamber and/or across one ormore barrier when the system is operating at low rpms, such as below5,000 rpms. In some embodiments, the sealing agent is configuredspecifically to minimize corrosion or other adverse effects to thesystem. In some embodiments, one or more component is formed from amaterial and/or the material is treated so as to minimize corrosion orother adverse effects associated with the fluid.

Referring back to FIG. 1, some embodiments of the present inventioninclude a gear assembly 400, such as a gear assembly positioned at afront inlet area of the engine. In some embodiments, the gear assemblyincludes a plurality of gears associated with respective rotors, therebyproviding a means of synchronizing rotation of the same. In someembodiments, the gears are configured such that each rotor rotates atthe same speed as each of the other rotors. In some embodiments, thegears are configured such that one or more isolator rotor rotates at arate that is faster or slower than a respective power or compressionrotor, such as for configurations in which the power rotor includes moreblades than a respective isolator rotor includes receptacles. Forinstance, in some embodiments, an isolator rotor having one receptaclerotates twice as fast as an associated power rotor having two bladessuch that the single receptacle of the isolator engages with each of thetwo members of the power rotor during a single revolution of the powerrotor. In some embodiments, a respective gear is configured to driverotation of a respective shaft, thereby driving rotation of a respectiveimpeller, rotor, or the like. In some embodiments, a single shaft iscoupled to a plurality of rotors, thereby driving rotation of each.

Referring to FIGS. 35, 36, 37, 38, and 39, some embodiments of thepresent invention include one or more fan assembly 80, such as a fanassembly 80 positioned at an aft end of the engine, at the fore end ofthe engine, or both. In some embodiments, the fan assembly 80 is inmechanical engagement with one or more shaft of the present invention,such as a tube extending through a power (and/or compression) rotor, atube extending through one or more isolator rotor, or the like. In thisway, the system is configured to drive rotation of a plurality of fanblades about the shaft, thereby drawing air across an outer surface ofthe engine (such as for cooling the engine) and/or driving air away fromthe engine (such as for propulsion). In some embodiments, the systemfurther includes an engine shroud 60 extending from and/or extendingbetween one or more fan assembly 80. In this way, the fan blades areconfigured to draw fluid into and/or push fluid out of an interior areadefined by the engine shroud 60. In some embodiments, at least part ofthe engine is positioned within the interior area defined by the engineshroud 60.

Referring to FIGS. 46-54, some embodiments of the present inventioninclude a method of assembling an engine. In some embodiments, themethod includes associating one or more drive shaft 20 with one or moresynchronizing shaft 30, such as with one or more drive gear 22 and/orsynchronizing gear 32. In some embodiments, one or more shaft defines acylindrical shape having a longitudinal central axis. In someembodiments, one or more shaft defines opposed front and rear openingsand a hollow interior area extending therebetween, thereby facilitatingairflow through the shaft. In some embodiments, the method includesengaging each shaft with a gear housing 410, such as a gear plate, agear shroud, or the like. In some embodiments, the method includesextending one or more shaft through a respective hole defined by thegear housing. In some embodiments, the method further includes enclosingthe gears within the gear housing 410, such as by installing a frontplate 114 of a compression assembly 100 to the gear housing 410 suchthat the front plate 114 of the compression assembly 100 doubles as arear plate of the gear housing 410. It will be understood that in otherembodiments the gear housing includes a rear plate (not shown) that isindependent of the front plate 114 of the compression assembly. In someembodiments, the system includes one or more alignment feature 50, suchas alignment rods or the like, thereby facilitating aligned assembly ofthe various components.

In some embodiments, the present invention includes an oil system, suchas a dry sump system. In some such embodiments, the oil system isconfigured to oil one or more gear, pressurize one or more bearing, orthe like. In some embodiments, the oil system provides coolingcapabilities to the engine. In some embodiments, the gear assemblydefines an interior volume that serves as an oil sump. In someembodiments, the engine defines a plurality of oil galleys 55 forreturning oil back to the oil sump, such as those shown in FIGS. 89 and90. In some embodiments, the engine includes seals to preventinadvertent oil leaks, whether internal or external. In some suchembodiments, the engine includes seals associated with the gear housing,a ventilation plate, and bearing covers.

In some embodiments, a bearing is coupled at or near each end of eachshaft. In some embodiments, each such bearing utilizes pressurized oilto reduce or eliminate surface contact. In some such embodiments, eachbearing is part of a system having opposed thrust plates connected tothe shaft for horizontal resistance, with the shaft itself facilitatingconcentricity of the bearings. In some embodiments, the bearings areformed from leaded-tin-bronze.

Referring to FIGS. 91-93, some embodiments of the present inventioninclude bearing systems having hydrostatic bearing surfaces that arespective shaft will ride on once there is oil pressure to the bearingsystem. Referring to FIG. 91, oil is driven through the bearing systemand between a hydrostatic surface and a respective shaft. Referring toFIG. 92, the bearing system defines a plurality of pathways for oil toreturn to the oil sump, such as through one or more oil return port. Insome embodiments, one or more return port is positioned next to a seal.Referring to FIG. 93, the bearing system includes a bearing housing thatdefines a plurality of pathways for driving oil to the bearing system,such as through a plurality of oil injection ports. Still referring toFIG. 93, some embodiments of the present invention utilize fasteners,such as bolts, to hold bearings into the bearing housing. In someembodiments, the fasteners are threaded in the housing so that they donot warp the bearings by compressing them or pulling on them.

if oil defines a plurality of the flow of oil , the bearing system ofthe present invention comprises two hydrostatic bearing surfaces thatthe shaft will ride on once there is oil pressure to the bearings.

In some embodiments, the present invention includes an electroniccontroller. In some embodiments, the system includes one or moretemperature sensor, such as a body temperature sensor within the gearhousing for monitoring the temperature of the oil, temperature sensorswithin a pre-chamber and/or a combustion chamber for monitoring the rateat which the engine heats up and/or for monitoring engine operatingtemperatures. In some embodiments, the system includes one or moretemperature sensor in the compression chamber and/or the holding tank,thereby providing better control of the engine. In some embodiments, anabsolute pressor sensor resides in the holding tank to determine thepressure of the air in the holding tank. In some embodiments, the systemincludes an oxygen sensor for sensing certain qualities of the exhaustgasses, thereby assisting with adjustment of the air to fuel mixture.

Some embodiments of the present invention include a method of assemblinga compression assembly 100. In some embodiments, the method includesextending one or more shaft through apertures defined by a front plate114 of a compression housing 110. In some embodiments, the front plate114 defines two holes displaced from each other, such as holes that areconfigured to facilitate an airtight seal around a respective shaft. Insome embodiments, the method of assembling a compression assemblyincludes securing a compression rotor 120 to a first shaft, such as apower shaft 20, a synchronizing shaft 30, or the like. In some suchembodiments, the method further includes securing an isolator rotor 130to a second shaft, such as a power shaft 20, a synchronizing shaft 30,or the like. The method further includes associating the first shaftwith the second shaft, such as by way of a gear assembly or the like,and clocking the compression rotor relative to the isolator rotor suchthat one or more compression member of the compression rotor isperiodically received by one or more receptacle of the isolator rotor asthe compression rotor rotates in a first rotational direction (clockwiseor counterclockwise) about a central axis of the first shaft and theisolator rotor rotates in a second rotational direction(counterclockwise or clockwise) about a central axis of the secondshaft, thereby facilitating continuous unidirectional rotation of thecompression rotor.

In some embodiments, the method of assembling the compression assemblyincludes extending one or more shaft through a respective void definedby a compression shroud 113 of the compression housing 110, such as afirst void associated with a compression rotor and a second voidassociated with an isolator rotor. In some embodiments each void iscylindrical in shape such that the compression shroud defines aplurality of curved interior walls 112, such as a first curved interiorwall defined by a first radius associated with a compression rotorand/or a second curved interior wall defined by a second radiusassociated with an isolator rotor. It will be understood that in someembodiments the second void is oblong, as discussed above, such as tofacilitate movement of one or more isolator rotor, to facilitate fluidstorage, or the like. In some embodiments, the first and second voidsintersect each other such that the combination of the voids resembles afigure eight. In some embodiments, the voids are configured so as toallow for the compression shroud to be installed over one or more rotorcoupled to one or more respective shaft, such as a compression rotor, anisolator rotor, or the like. In some embodiments, the voids areconfigured so as to allow for one or more rotor to be installed to arespective shaft extending through such void. In some embodiments, themethod further includes enclosing the rotors within the compressionhousing 110, such as by installing a rear plate 116 of the compressionhousing 110, thereby defining one or more compression chamber having aninlet port 111 and an outlet port 119 associated with flowing fluid intothe compression chamber and out of the compression chamber,respectively. In some embodiments, a width of the inlet port is equal toor substantially equal to a width (i.e., measured along a distance of alongitudinal axis of a power shaft of the engine) of the compressionchamber. In other embodiments, the width of the inlet port is smallerthan a width of the compression chamber. In still other embodiments, awidth of the inlet port is greater than a width of the compressionchamber.

Some embodiments of the present invention include a method of assemblinga combustion assembly 200. In some embodiments, the method includesextending one or more shaft through apertures defined by a front plate214 of a combustion housing 210. In some embodiments, the front plate214 defines two holes displaced from each other, such as holes that areconfigured to facilitate an airtight seal around a respective shaft. Insome embodiments, the method of assembling a combustion assemblyincludes securing a power rotor 220 to a first shaft, such as a powershaft 20. In some such embodiments, the method further includes securingan isolator rotor 230 to a second shaft, such as a synchronizing shaft30. The method further includes associating the first shaft with thesecond shaft, such as by way of a gear assembly or the like, andclocking the power rotor relative to the isolator rotor such that one ormore expansion member of the power rotor is periodically received by oneor more receptacle of the isolator rotor as the power rotor rotates in afirst rotational direction (clockwise or counterclockwise) about acentral axis of the first shaft and the isolator rotor rotates in asecond rotational direction (counterclockwise or clockwise) about acentral axis of the second shaft, thereby facilitating continuousunidirectional rotation of the power rotor.

In some embodiments, the method of assembling the combustion assemblyincludes extending one or more shaft through a respective void definedby a combustion shroud 213 of the combustion housing 210, such as afirst void associated with a power rotor and a second void associatedwith an isolator rotor. In some embodiments each void is cylindrical inshape such that the combustion shroud defines a plurality of curvedinterior walls 212, such as a first curved interior wall defined by afirst radius associated with a power rotor and/or a second curvedinterior wall defined by a second radius associated with an isolatorrotor. It will be understood that in some embodiments the second void isoblong, as discussed above, such as to facilitate movement of one ormore isolator rotor, to facilitate fluid storage, or the like. In someembodiments, the first and second voids intersect each other such thatthe combination of the voids resembles a figure eight. In someembodiments, the voids are configured so as to allow for the combustionshroud to be installed over one or more rotor coupled to one or morerespective shaft, such as a power rotor, an isolator rotor, or the like.In some embodiments, the voids are configured so as to allow for one ormore rotor to be installed to a respective shaft extending through suchvoid. In some embodiments, the method further includes enclosing therotors within the combustion housing 210, such as by installing a rearplate 216 of the combustion housing 210, thereby defining one or morecombustion chamber having an intake port 211 and an exhaust port 219associated with flowing fluid into the combustion chamber and out of thecombustion chamber, respectively. In some embodiments, a width of theexhaust port is equal to or substantially equal to a width (i.e.,measured along a distance of a longitudinal axis of a power shaft of theengine) of the combustion chamber. In other embodiments, the width ofthe exhaust port is smaller than a width of the combustion chamber. Instill other embodiments, a width of the exhaust port is greater than awidth of the combustion chamber. In some embodiments, a cross section ofan exhaust system (and/or one or more branch of an exhaust system)tappers out and/or is otherwise greater than a cross section of thecombustion chamber, such as to facilitate scavenging or otherwise assistin drawing exhaust from the combustion chamber. In some embodiments, across section of an exhaust system (and/or one or more branch of anexhaust system) tappers in and/or is otherwise less than a cross sectionof the combustion chamber, such as to restrict exhaust and/or tofacilitate different types of controlled combustion. In someembodiments, the exhaust system is configured such that air flowing pastthe exhaust system assists in drawing exhaust fluid out of the exhaustsection of the combustion chamber, such as by directing an exit port ofthe exhaust system relative to fluid flow around the exhaust system.

It will be understood that the respective volumes of the compressionchamber and the combustion chamber can be changed to satisfy a varietyof requirements, such as by having the volume of the compression chamberbe greater than, equal to, or less than a volume of a respectivecombustion chamber. It will further be understood that total volume of aplurality of combustion chambers and/or compression chambers can bechanged, such as by adding or subtracting one or more such chamberand/or reconfiguring, negating (i.e. opening a relief valve),redesigning, or otherwise changing the same. It will still further beunderstood that the volume of each chamber can be changed by changingone or more parameter of the respective assembly, such as a width (i.e.,measured along a distance of a longitudinal axis of a power shaft of theengine) of a rotor, an outer diameter of a rotor, positioning of aninlet/intake port relative to an outlet/exhaust port, and/or diameter ofan inner surface of a respective housing. In some embodiments, thediameter of the shaft varies along the length of the shaft, therebyfacilitating use of larger or smaller rotors, as required or desired. Insome such embodiments, the shaft is a single piece that is machined downor formed with varying diameters. In other embodiments, the shaftincludes a first portion extending from a second portion, the firstportion having an outer diameter that is smaller than an outer diameterof the second portion. In some embodiments, larger compressor volumes(single or composite) are utilized to store excess compressed air, suchas to drive additional mechanisms and/or to facilitate driving a powerrotor with compressed air during times of low power requirements. Inother embodiments, volume of a combustion assembly is greater than avolume of a compression assembly, thereby realizing efficienciesassociated with maximizing power capture during an expansion stroke(i.e. efficiencies the Atkins and Miller cycle try to obtain in areciprocating engine).

In some embodiments, the tank assembly of the present invention isconfigured to hold working fluid for a plurality of charges such thatwhen the tank assembly is open to the combustion assembly, pressure inthe tank assembly remains high enough to drive fluid into the combustionchamber (i.e. negligible pressure drop). In some embodiments, the tankassembly is configured to hold fluid at a pressure that is sufficientlyhigh enough so that when the tank assembly is open to the combustionassembly, pressure within the tank assembly is sufficient to drive fluidinto the combustion chamber at a pressure that is sufficiently highenough to facilitate combustion (i.e. acceptable pressure drop). In someembodiments, opening the combustion chamber to the tank assembly causesa pressure drop in the tank assembly associated with pressurized fluidwithin the tank assembly driving fluid into the combustion chamber. Insome embodiments, one or more compression assembly drives fluid into thetank assembly while the tank assembly is open to the combustion chamber,thereby negating at least some pressure drop associated with opening thecombustion chamber to the tank assembly. In some embodiments, one ormore mechanism is utilized to selectively increase and decrease a volumeof an interior area of the tank assembly, thereby facilitatingmaintaining relatively constant pressure within the tank assembly whilean intake port of the combustion assembly moves between an open andclosed configuration.

In some embodiments, the method of assembling a combustion assemblyincludes defining an ignition chamber 250 in fluid communication with acombustion chamber 215 of the present invention (see FIG. 68). In someembodiments, a first ignition tunnel 252 extends between the ignitionchamber 250 and the combustion chamber 215, thereby facilitatingexpansion from the ignition chamber into the combustion chamberfollowing ignition in the ignition chamber, thereby facilitatingignition within the combustion chamber. In some embodiments, an ignitionmeans 16, such as a plasma plug or the like, extends into the ignitionchamber 250 so as to facilitate ignition within the ignition chamber. Itwill be appreciated that in some embodiments the system includes anignition means that extends into the combustion chamber, either in lieuof or in addition to an ignition means extending into an ignitionchamber. It will further be appreciated that some embodiments of thepresent invention do not include an ignition chamber and/or the ignitionchamber is one and the same with a combustion chamber.

In some embodiments, a means of providing fuel 15, such as a fuelinjector or the like, extends into the ignition chamber and/or isotherwise closely positioned relative to the ignition chamber 250 so asto create a fuel to air ratio within the ignition chamber 250 havingfavorable ignition capabilities. In some embodiments, the fuel to airratio within the ignition chamber 250 is greater than a fuel to airratio within the combustion chamber. In some embodiments, at least aportion of a charge (such as fuel, compressed working fluid, and/or thelike) is directed towards the ignition chamber through a second ignitiontunnel 254. In some embodiments, the combustion assembly is configuredsuch that at least part of a charge circulates within the ignitionchamber just prior to ignition, thereby facilitating mixing of the airand fuel and/or otherwise facilitating ignition (such as by facilitatingacquisition of a favorable fuel to air mixture. In some embodiments, thecirculation increases the fuel to air mixture within the ignitionchamber.

Some embodiments of the present invention include a method of assemblinga tank assembly 300. In some embodiments, the method includes extendingone or more shaft through apertures defined by a front plate of a tankhousing 310. It will be understood that in some embodiments the frontplate of the tank assembly also serves as a rear plate 116 of acompression housing 110. In some embodiments, the front plate definestwo holes displaced from each other, such as holes that are configuredto facilitate an airtight seal around a respective shaft. In someembodiments, the method of assembling a tank assembly 300 includessecuring a rotary valve 320 to a first shaft, such as a power shaft 20.The method further includes associating the first shaft with a powerrotor of a combustion assembly, such as by way of coupling the powerrotor to the first shaft, and clocking the rotary valve relative to thepower rotor such that one or more aperture 321 of the rotary valve 320is periodically aligned with one or more intake port of the combustionassembly as the first shaft rotates in a first rotational direction(clockwise or counterclockwise) about a central axis of the first shaft,thereby moving an intake port 211 of the combustion assembly 200 betweenan open configuration and a closed configuration so as to control flowof fluid from the tank assembly into a combustion chamber 215 of thecombustion assembly. In some embodiments, one or more fuel injector isaligned (positioned and oriented) relative to the intake port of thecombustion assembly and is configured so as to inject fuel into thecombustion assembly when the intake port is in an open configuration. Insome embodiments, the fuel injector is positioned at least partiallywithin an interior volume of the tank assembly and is configured so asto prevent or otherwise inhibit fuel from remaining in the tankassembly, such as by directing fuel towards the intake port while fluidfrom the tank assembly is being driven through the intake port, therebydriving fuel with it.

In some embodiments, the method of assembling the tank assembly includesextending one or more shaft (such as a power tube, a synchronizing tube,and/or the like) through a void defined by a tank shroud 313 of the tankhousing 310. In some embodiments, the void is configured so as to allowfor the tank shroud to be installed over the rotary valve. In someembodiments, the void is configured so as to allow for the rotary valveto be installed to a shaft extending through such void. In someembodiments, the method further includes enclosing the tank housing 310,such as by installing a rear plate of the tank housing, thereby definingone or more tank chamber for storing pressurized fluid, the tank chamberhaving at least one port through which fluid is received, such as anoutlet port of an associated compression assembly, and at least one portthrough which fluid is expelled from the tank assembly, such as anintake port of an associated combustion assembly.

Referring to FIGS. 73-76, some embodiments of the present inventioninclude one or more means of preventing or otherwise reducing blowby outof an intake port. In some embodiments, a rotary valve 320 includes atapered region for providing additional support and/or rigidity. In someembodiments, the tank housing includes a corresponding region, such as acorresponding tapered region, for providing additional support to therotary valve. In some embodiments, the tapered region of the tankhousing defines a pathway so as to allow fluid to flow towards anaperture of the rotary valve when the aperture is aligned with theintake valve of the combustion assembly, thereby facilitating fluid flowinto a combustion chamber of the combustion assembly. In someembodiments, the engine is configured such that fluid flowing into thetank assembly must flow around one or more shaft of the engine as itflows towards the intake port of the combustion assembly. In this way,heat transfer between the shaft and the fluid can be increased.

It will be appreciated that in some embodiments, one or more combustionassembly is stacked on (functionally and/or literally) one or more othercombustion assembly (i.e. stacked in-series). It will be furtherappreciated that in some embodiments, one or more combustion assemblyoperates adjacent to (functionally and/or literally) one or more othercombustion assembly (i.e. parallel). It will still further beappreciated that one or more combustion assembly can be activated and/ordeactivated (partially or completely), as required or desired, toprovide versatility. In this way, the present invention enables superiorpower performance and superior efficiency.

It will be appreciated that some embodiments of the present inventioninclude one or more compression assembly positioned in front of one ormore tank assembly and/or one or more combustion assembly. It willfurther be appreciated that in some embodiments one or more combustionassembly is positioned in front of one or more tank assembly and/orcompression assembly, such as if preheating of air is required and/ordesired. In some such embodiments, one or more exhaust manifold extendsfrom a forward portion of the engine towards a rear portion of theengine. It will still further be appreciated that some embodiments ofthe present invention include gears positioned in front of, behind,and/or within one or more combustion assembly, tank assembly, and/orcompression assembly.

It will be appreciated that an engine of the present invention can beconfigured to operate in a first direction (i.e. power shaft rotating ina clockwise direction) or a second direction (counter-clockwise). Itwill further be appreciated that some embodiment of the presentinvention include pairing a first engine operating in a first directionwith a second engine operating in a second direction, such as bypositioning the first and second engines on opposed left and right wingsof an aircraft, thereby eliminating or otherwise reducing torquingeffects associated with the same.

Some embodiments of the present invention include an internal combustionengine 10 having a combustion assembly 200. The combustion assembly 200includes a combustion housing 210 having an interior surface 212defining an interior area. A power rotor 220 is positioned within theinterior area of the combustion housing 210, the power rotor 220 havingan exterior surface 222 displaced from the interior surface 212 of thecombustion housing 210, thereby defining a combustion chamber 215. Anexpansion member 225 extends from the exterior surface 222 of the powerrotor 220 towards the interior surface 212 of said combustion housing210, thereby segmenting the combustion chamber into an expansion sectionand an exhaust section during a power stroke of the engine. The exhaustsection is configured to facilitate expelling expanded working fluid,such as working fluid of first charge, a second charge, and so on, andcombustion byproducts associated with the same. The expansion section isconfigured to facilitate power generation associated with expansion ofworking fluid, such as working fluid of a first charge, a second charge,and so on. In some embodiments, the combustion assembly includes aplurality of power rotors. In some embodiments, one or more power rotorincludes a plurality of expansion members.

In some embodiments, an expansion member 225 is coupled to a power rotor220 such that the expansion member moves through the combustion chamber215 as the power rotor 220 rotates about a first axis. In someembodiments, a distal end of the expansion member 225 remains a firstdistance from the first axis as the power rotor 220 rotates about thefirst axis. In some embodiments, the first axis remains fixed relativeto a combustion housing 210 of the engine. In some embodiments, thefirst axis remains fixed relative to an ignition means 16 of thecombustion assembly, such as a spark plug, a glow plug, a plasma plug,or the like. In some embodiments, the first axis remains fixed relativeto a combustion chamber 215 of the combustion assembly. In someembodiments, the first axis remains fixed relative to an intake port 211and/or an exhaust port 219 of the combustion assembly, the intake port211 being positioned at a first end of a combustion chamber 215 and theexhaust port 219 being positioned at a second end of said combustionchamber 215.

Some embodiments of the present invention include a combustion isolator230 positioned at least partially within an interior area of acombustion housing 210, the combustion isolator 230 having an exteriorsurface 232 positioned adjacent to an exterior surface 222 of a powerrotor 220 so as to define at least part of a first and/or second end ofa combustion chamber 215. In some embodiments, the combustion isolator230 defines a receptacle 235 that is configured to receive an expansionmember 225 of the power rotor 220 as the expansion member 225 moves awayfrom an exhaust port 219 towards an intake port 211, such as tofacilitate expulsion from the combustion chamber of working fluid of acharge, such as a previously ignited and expanded first charge, secondcharge, and so on, to facilitate continuous unidirectional rotation ofthe power rotor 220 (such as by facilitating repeated engagement anddisengagement of an expansion member with/from one or more receptacle),to facilitate resetting the combustion assembly for a subsequentcombustion process, or the like. In some embodiments, the combustionassembly includes a plurality of isolators. In some embodiments, one ormore isolator includes a plurality of receptacles.

Some embodiments of the present invention include a compression assembly100. In some embodiments, the compression assembly 100 includes acompression housing 110 having an interior surface 112 defining aninterior area. A compression rotor 120 is positioned within the interiorarea of the compression housing 110, the compression rotor 120 having anexterior surface 122 displaced from the interior surface 112 of thecompression housing 110, thereby defining a compression chamber 115. Acompression member 125 extends from the exterior surface 122 of thecompression rotor 120 towards the interior surface 112 of saidcompression housing 110, thereby segmenting the compression chamber intoan intake section and a compression section during a compression strokeof the compression assembly. The intake section is configured tofacilitate drawing a compressible fluid into the compression chamber,such as working fluid for use by a combustion assembly. The compressionsection is configured to facilitate compression of the fluid, such thatcompression of working fluid within a combustion chamber is notrequired. In some embodiments, the compression assembly includes aplurality of compression rotors. In some embodiments, one or morecompression rotor includes a plurality of compression members.

In some embodiments, a compression member 125 is coupled to acompression rotor 120 such that the compression member moves through thecompression chamber 115 as the compression rotor 120 rotates about afirst axis. In some embodiments, a distal end of the compression member125 remains a first distance from the first axis as the compressionrotor 120 rotates about the first axis. In some embodiments, the firstaxis remains fixed relative to a compression housing 110 of the engine.In some embodiments, the first axis remains fixed relative to acompression chamber 115 of the compression assembly. In someembodiments, the first axis remains fixed relative to an inlet port 111and/or an outlet port 119 of the compression assembly, the inlet port111 being positioned at a first end of a compression chamber 115 and theoutlet port 119 being positioned at a second end of the compressionchamber 115.

Some embodiments of the present invention include a compression isolator130 positioned at least partially within an interior area of acompression housing 110, the compression isolator 130 having an exteriorsurface 132 positioned adjacent to an exterior surface 122 of acompression rotor 120 so as to define at least part of a first and/orsecond end of a compression chamber 115. In some embodiments, thecompression isolator 130 defines a receptacle 135 that is configured toreceive a compression member 125 of the compression rotor 120 as thecompression member 125 moves away from an outlet port 119 towards aninlet port 111, such as to facilitate expulsion from the compressionchamber of compressed fluid, to facilitate continuous unidirectionalrotation of the compression rotor 120 (such as by facilitating repeatedengagement and disengagement of a compression member with/from one ormore receptacle), to facilitate resetting the compression assembly for asubsequent compression process, or the like. In some embodiments, thecompression assembly includes a plurality of isolators. In someembodiments, one or more isolator includes a plurality of receptacles.

Referring to FIGS. 77-82, some embodiments of the present inventioninclude a venting system for preventing or otherwise inhibiting air frombeing vented out of the engine and/or for controlling such venting. Insome embodiments, one or more rotor and/or housing defines a recessedarea 705 such that when the rotor is positioned within the housing, theone or more recessed area forms a void surrounding (either directly ordisplaced from) a respective tube. In this way, any blowby gasses(compressed air blowby, combustion blowby, or the like) that may migratebetween the housing wall and the rotor must enter the void prior toreaching the shaft. In some embodiments, a venting system 700, such as apositive crankcase ventilation (“PCV”) system or the like, is in fluidcommunication with the void, thereby venting fluid from the void priorto the fluid reaching the shaft. In some embodiments, the venting systemincludes and/or is connected with a valve 710, such as a PCV valve orthe like. In some embodiments, the system utilizes a seal 720, such as aring seal or the like, to prevent or otherwise inhibit any fluid thatmay migrate past the void from migrating out of the respective chamberbetween the shaft and the respective housing. In this way, unwantedventing can be reduced or eliminated. It will be appreciated that someembodiments include recessed areas formed in the housing and not therotor, some embodiments include recessed areas formed in the rotor andnot the housing, and some embodiments include partial or completerecesses formed in each of the housing and the rotor. In someembodiments, the venting system directs at least some fluid back to abreather system, such as upstream of a filter of the breather system. Insome embodiments, the venting system directs fluid to a location that isdownstream of the breather system, such as directly into a compressionhousing, a tank housing, or the like.

Referring to FIGS. 98 and 99, some embodiments of the present inventioninclude a ventilation plate 730 coupled to the combustion assembly,thereby defining a venting void 750. In some embodiments, combustionfluid escaping the combustion chamber vents into the venting void 750rather than out to the environment. In some embodiments, the ventingsystem defines a plurality of venting ports for directing combustiongases into the venting void 750. In some such embodiments, each ventingport is positioned at or near a respective shaft. In some embodiments,each venting port is defined, at least partially, by a recessed portion735 of an interior lip 732 of the ventilation plate 730.

Referring to Figs. In some embodiments, the venting system 700 includesan air oil filter located in the gear housing. In some embodiments, airscavenged by this filter is returned to the air intake, such as throughpiping or the like. In some embodiments, the ventilation plate 730intakes clean air from an air box and circulates the air around theplate, thereby allowing for air cooling to occur next to the combustionchamber. In some embodiments, air is then drawn back into thecompression chamber. In some embodiments, the intake goes from a smallopening to a larger opening just prior to entering the compressionchamber, thereby facilitating drawing air into the compression chamber.

Referring to FIG. 83, some embodiments include a plurality of fuelinjection systems. In some embodiments, the present invention includes ameans of injecting fuel into a breather system and/or for otherwiseinjecting fuel into incoming air prior to compression of the air in acompression assembly. In some embodiments, the present inventionincludes a means of injecting fuel into a tank assembly and/or forotherwise directing fuel into compressed air prior to the air entering acombustion assembly. In some embodiments, the present invention includesa means of injecting fuel into a combustion assembly, such as into anignition chamber and/or directly into a combustion chamber. It will beappreciated that the present invention facilities the use of a varietyof fuel types, such as by changing compression ratios, combustionpressures, and the like to accommodate use of desired fuels.

In some embodiments, a compression rotor of the present inventionrotates about a first axis and an isolator of the present inventionrotates about a second axis, the first axis being parallel with butdisplaced from the first axis. In some embodiments, the compressionrotor is coupled to a drive shaft extending from a combustion assemblysuch that the first axis is coincidental with a longitudinal centralaxis of the drive shaft. In some such embodiments, the isolator rotor iscoupled to a synchronizing shaft extending from the combustion assemblysuch that the second axis is coincidental with a longitudinal centralaxis of the synchronizing shaft. In other embodiments, the compressionrotor is coupled to a synchronizing shaft and/or the isolator rotor iscoupled to a drive shaft. In some embodiments, each rotor is coupled toa respective shaft such that the rotational speed of each rotor is equalto the rotational speed of the respective shaft.

In some embodiments, the compression rotor and the combustion rotor areout of sequence with each other such that combustion and compressioncycles do not start or end at the same time. In some such embodiments, acompression cycle is initiated about midway through a combustion cycle.In some embodiments, the compression rotor is rotated 180 degrees out ofsync with the combustion rotor, thereby facilitating offset initiationof respective compression and combustion cycles. In some embodiments, acompression cycle is initiated about midway through a correspondingcombustion cycle.

In some embodiments, one or more rotor, cover plate, housing, shaft,and/or gear is formed from titanium or other lightweight durablematerial. In some such embodiments, each rotor, cover plate, housing,shaft, and gear is formed from titanium and each of the other componentsis formed from aluminum. In some embodiments, rotors and/or shafts areformed from lathed titanium. In some embodiments, one or more componentincludes lightening features, such as lightening holes and machinedgrooves. In some embodiments, rotors are balanced to accommodaterecesses and protrusions, as applicable, such as by including recessesand lightening holes shown in FIGS. 84-87.

Referring to FIG. 88, some embodiments of the present invention includea seal cap 40 coupled to the front of the engine. In some embodiments,the seal cap 40 is configured to ensure smooth flow through and over theengine, thereby assisting in the cooling of the engine. In someembodiments, the seal cap 40 is coupled to the gear assembly 400.

In some embodiments, one or more housing will be sealed to an adjacenthousing and/or to a respective plate, thereby sealing an outer peripheryof respective internal volumes. In some such embodiments, a roomtemperature vulcanizing seal material or similar sealing material isutilized to form at least part of each seal. In some embodiments, one ormore housing defines a square cut cavity for receiving the sealingmaterial.

In some embodiments, the present invention includes a method ofcompressing fluid. In some such embodiments, the method includes drawinga compressible fluid, such as air, into a compression assembly. In somesuch embodiments, the pressure of the fluid is about 1 atmosphere justprior to being drawing into the compression assembly. In someembodiments, the compression assembly compresses the fluid to a desiredpressure, such as 261 psi or greater, thereby creating a volume ofcompressed fluid. In some embodiments, at least part of the volume ofcompressed fluid is ejected from the compression assembly, such asthrough an outlet valve. In some embodiments, nearly all of the volumeof compressed fluid is ejected from the compression assembly. In somesuch embodiments, the volume of compressed fluid is stored, at leasttemporarily, for later use. In some embodiments, the system includes oneor more valve for selectively moving the compression assembly betweenactive and inactive configurations, the compression assembly beingconfigured to compress fluid while in the active configuration and beingconfigured to rotate relatively free, without compressing fluid, whilein the inactive configuration.

In some embodiments, the present invention includes a method of storingcompressed fluid, such as in a holding tank or other volume for holdingcompressed fluid (each a “holding tank”). In some such embodiments, themethod includes utilizing one or more compression assembly to compressat least some of the fluid being stored. Referring to FIG. 94, fluidenters the holding tank at a first location 801 and flows through theholding tank towards a second location 802, such as a location proximateto an intake port of a combustion assembly. In some embodiments, such asthe embodiment shown in FIG. 94, the fluid flows in a circulardirection, such as around a shaft or the like. It will be appreciated,however, that in other embodiments, such as the embodiment shown in FIG.102, fluid flows in a different path, such as a straight or relativelystraight path from a first location to a second location. In someembodiments, the holding tank is configured such that the fluidcirculates, rolls, tumbles, or is otherwise changed at or near thesecond location 802, such as shown in FIG. 94. In some embodiments, thischange in fluid flow facilitates mixing of the fluid with fuel. In someembodiments, holding tank includes a heating element, such as a glowplug or the like, to heat fluid within the holding tank, therebyreducing or eliminating the possibility of liquid freezing and causingdamage to the engine.

In some embodiments, the present invention includes a method ofgenerating power for performing work, such as through a combustionprocess within a combustion assembly. In some embodiments, air and fuelare injected into the combustion assembly, thereby creating a charge forthe combustion process. In some embodiments, one or more portion of thecharge is enriched, such as a portion that is at or near an ignitionsource, such as a spark plug, a glow plug, or the like. In someembodiments, enrichment is achieved by causing the charge to spin in asub-chamber (reference FIG. 95), such as a spark plug jet chamber. Insome embodiments, combustion utilizes a jet ignition, such as by using afuel injector to inject fuel into the combustion chamber. In someembodiments, one or more cycle of the combustion assembly is conductedwithout a charge, thereby improving fuel economy while facilitating heatreduction.

Referring to FIGS. 96 and 97, some embodiments of combustion assembliesof the present invention include a power stroke that is greater than 180degrees. In some such embodiments, the power stroke is greater than 270degrees. In some such embodiments, the power stroke is 274 degrees. Insome embodiments, the combustion chamber includes one or more insert orother device (each an “insert”) for storing or generating localizedheat, thereby facilitating ignition. In some embodiments, the insert iscopper or a similar material having favorable heat transfer properties.In some embodiments, at least part of the insert is exposed to a chargewithin the combustion chamber when the respective portion of thecombustion chamber is in a closed configuration.

In the foregoing description, certain terms have been used for brevity,clearness and understanding; but no unnecessary limitations are to beimplied therefrom beyond the requirements of the prior art, because suchterms are used for descriptive purposes and are intended to be broadlyconstrued. Moreover, the description and illustration of the inventionsis by way of example, and the scope of the inventions is not limited tothe exact details shown or described.

Although the foregoing detailed description of the present invention hasbeen described by reference to an exemplary embodiment, and the bestmode contemplated for carrying out the present invention has been shownand described, it will be understood that certain changes, modificationor variations may be made in embodying the above invention, and in theconstruction thereof, other than those specifically set forth herein,may be achieved by those skilled in the art without departing from thespirit and scope of the invention, and that such changes, modificationor variations are to be considered as being within the overall scope ofthe present invention. Therefore, it is contemplated to cover thepresent invention and any and all changes, modifications, variations, orequivalents that fall within the true spirit and scope of the underlyingprinciples disclosed and claimed herein. Consequently, the scope of thepresent invention is intended to be limited only by the attached claims,all matter contained in the above description and shown in theaccompanying drawings shall be interpreted as illustrative and not in alimiting sense.

Having now described the features, discoveries and principles of theinvention, the manner in which the invention is constructed and used,the characteristics of the construction, and advantageous, new anduseful results obtained; the new and useful structures, devices,elements, arrangements, parts and combinations, are set forth in theappended claims.

It is also to be understood that the following claims are intended tocover all of the generic and specific features of the invention hereindescribed, and all statements of the scope of the invention which, as amatter of language, might be said to fall therebetween.

What is claimed is:
 1. An internal combustion engine comprising: a compression assembly that is configured to compress working fluid; a combustion assembly defining a combustion chamber, the combustion assembly being configured to generate power from expansion of the working fluid within the combustion chamber during a power stroke of the engine; and a drive shaft extending through the combustion assembly, wherein each power stroke is greater than 180 degrees.
 2. The engine of claim 1, wherein each power stroke is greater than 270 degrees.
 3. The engine of claim 1, wherein the engine enables the ability to independently configure intake compression to power exhaust ratios during operation of the engine.
 4. The engine of claim 1, wherein at least part of the power required for compressing the working fluid by the compression assembly is provided by expansion of the working fluid within the combustion assembly, and wherein the compression assembly is out of sync with the combustion assembly such that each compression cycle of the compression assembly is initiated during a combustion cycle of the combustion assembly.
 5. The engine of claim 4, wherein the compression assembly is 180 degrees out of synch with the combustion assembly.
 6. The engine of claim 5, wherein independently configuring intake compression to power exhaust ratios comprises moving the compression assembly in and out of a compressing configuration.
 7. The engine of claim 6, wherein the compression assembly defines a relief port that is movable between a closed configuration and an open configuration, thereby moving the compression assembly in and out of the compressing configuration, respectively.
 8. The engine of claim 1, further comprising a tank assembly for holding a first amount of the working fluid, the first amount of the working fluid being greater than the amount of working fluid compressed during each compression stroke, the engine further comprising a heating element associated with the tank assembly.
 9. The engine of claim 1, further comprising a venting system in fluid communication with a first location of said combustion assembly, the first location being positioned between said compression chamber and an exterior surface of said drive.
 10. The engine of claim 9, wherein the venting system comprises a ventilation plate coupled to the combustion assembly, thereby defining a venting void, wherein the venting system is configured such that fluid escaping the combustion chamber vents into the venting void.
 11. The engine of claim 10, wherein the venting system defines a plurality of venting ports for directing combustion gases into the venting void.
 12. The engine of claim 11, wherein the venting ports are defined, at least partially, by a recessed portion of an interior lip of the ventilation plate.
 13. The engine of claim 12, wherein the interior lip encircles the drive shaft.
 14. The engine of claim 13, wherein at least part of the power required for compressing the working fluid by the compression assembly is provided by expansion of the working fluid within the combustion assembly, and wherein the compression assembly is out of sync with the combustion assembly such that each compression cycle of the compression assembly is initiated during a combustion cycle of the combustion assembly.
 15. The engine of claim 13, further comprising a bearing system having hydrostatic bearing surfaces surrounding at least part of the draft shaft, the bearing system being configured to drive fluid between the hydrostatic bearing surface and an outer surface of the drive shaft.
 16. A method of generating power from an internal combustion engine, the method comprising: expanding within a combustion assembly of the engine a first amount of working fluid during a first power stroke of the engine; and compressing within a compression assembly of the engine a second amount of working fluid during a first compression stroke of the engine, wherein at least a portion of the first power stroke of the engine is contemporaneous with at least a portion of the first compression stroke of the engine such that the engine has a first intake compression to power exhaust ratio, wherein the first power stoke is greater than 180 degrees.
 17. The method of claim 16, wherein the first power stroke is greater than 270 degrees.
 18. The method of claim 16, wherein the compression stroke is 180 degrees out of sync with the power stroke.
 19. A method of capturing blowby gas from an internal combustion engine, the method comprising: expanding within a combustion assembly of the engine a first amount of working fluid during a first power stroke of the engine, the blowby gas being caused by the first power stroke; and directing the blowby gas into a venting void defined by a ventilation plate, the ventilation plate being coupled to an exterior surface of the combustion assembly.
 20. The method of claim 19, wherein the ventilation plate defines an interior lip that surrounds at least part of a drive shaft, the drive shaft extending through the combustion assembly such that the blowby gas travels between an outer surface of the drive shaft and an inner surface of the combustion assembly prior to reaching the ventilation plate. 